Control system and method

ABSTRACT

A control system having one or more controllers configured to determine a maintenance date of an engine based on monitored parameters of the engine of an aircraft. The one or more controllers also are configured to, determine an amount of coating sprayed on the engine on the determined maintenance date based on the monitored parameters and determined maintenance date. The one or more controllers also are configured to adjust the maintenance date based on needs of an aircraft fleet and regularly scheduled maintenance of the engine.

FIELD

The subject matter described herein relates to engine maintenance, andto a control system for scheduling maintenance of an engine.

BACKGROUND

Turbine engines in commercial aircraft have routine maintenanceschedules to ensure the engines are optimally performing. However,different components and features of the engine react differently toengine wear and use over time, depending on factors such as the extentof use and environmental conditions to which the engine is exposed.

A thermal barrier coating may be used in the turbine engine to protectthe engine from negative effects caused by heat within the engine. Overtime, such thermal barrier coatings degrade during use or service of theturbine as a result of spallation and damage, such as exposure toexhaust heat wearing down the coating. As the thermal barrier degrades,the turbine is more susceptible to failures and the coating may need tobe restored or replaced. Typically, the thermal barrier coating isrestored at regularly scheduled maintenance intervals by disassemblingthe turbine engine so that a restorative thermal barrier coating can beapplied.

This maintenance of the aircraft results in significant down time andexpense. As a result of aircraft operation conditions, environmentalconditions during operation, and quality of the thermal barrier coating,the thermal barrier coating does not wear and degrade in the same mannerfor each individual aircraft. Thus, a thermal barrier coating may needto be restored at intervals that do not coincide with the regularlyscheduled maintenance schedule of the engine or aircraft. The end resultis either reduced engine performance resulting from a coating in usethat needs to be restored, or unnecessary down time spent restoring acoating that does not need to be restored.

BRIEF DESCRIPTION

In one embodiment, a control system is provided. The control system hasone or more controllers configured to determine when to extend a lifespan of a coating of an engine by applying an additive to the coatingbased on one or more monitored parameters of the engine. The one or morecontrollers also are configured to, direct the applied additive to thecoating based on the monitored parameters of the engine.

In one embodiment, a method of coating an engine is provided. Stepsinclude monitoring engine parameters with one or more controllers anddetermining an engine maintenance date with the one or more controllersbased on the monitored engine parameters. A coating restoration systemhaving a mobile spray device is provided and coats the engine with thespray device on the engine maintenance date based on the monitoredengine parameters.

In one embodiment a control system is provided with one or morecontrollers configured to monitor one or more parameters of an engine.The one or more controllers also are configured to determine an additiveapplication to direct on the engine based on the one or more monitoredparameters of the engine.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of a control system for determiningcoating restoration maintenance in accordance with one embodiment;

FIG. 2 is a schematic diagram of a coating restoration system;

FIG. 3 illustrates a flow chart of a method for determining maintenancefor a turbine engine; and

FIG. 4 illustrates a flow chart of a method of restoring a coating.

DETAILED DESCRIPTION

A control system has one or more engine controllers that are configuredto provide an analytics-based engine to restore protective coatings,such as thermal barrier coatings, on turbine components. The one or moreengine controllers use engine parameters such as engine operating data,data and information received from a monitoring system or enginemonitoring controller, data and information inputted into the one ormore controllers of a coating restoration system, data and informationreceived from an auxiliary control controller or system such as avehicle (e.g., aircraft or other type of vehicle) control system and thelike to identify coating degradation and schedule a coating restorationprocedure.

The control system monitors engine performance or operationalparameters, and responsive to detection of degradation, one or morecoatings within the engine are restored while the engine is still in aninstalled configuration with reduced disruption to the operation of thepowered system in which the engine is disposed. The installation canoccur during an on-wing configuration for an aircraft engine, or in afield installation for an industrial power turbine. The one or moreengine controllers are configured to communicate with one or morecontrollers of a coating restoration system and/or determine when acoating restoration system is to perform the restoration. The coatingrestoration system includes a mobile supply unit and a spray nozzlecoupled to the supply unit. The spray nozzle provides the coating in aslurry form onto components inside the engine. The mobile supply unit ofthe coating restoration system could include a power supply, an airsupply, a water supply and a coating restoration system mounted to atransport vehicle. The coating restoration application system suppliesand stores the restoration coating agent so that it can be delivered tothe spray nozzle for application in the turbine engine. The mobilesupply unit for providing the coating restoration could be in the backof a truck; the mobile supply unit may be incorporated into a work cart,trailer, or other type of vehicle or support structure.

The one or more engine controllers are in communication with componentsof the gas turbine engines and the coating restoration system bycommunication links (e.g., including wired and/or wireless, direct orindirect, connections). The control system also includes a monitoringsystem that is in communication with the one or more engine controllers.The monitoring system has an engine performance monitor that monitorsengine use data such that the one or more engine controllers can use thedata to determine or predict when a coating restoration of a componentsuch as a turbine engine should be performed. The engine use data caninclude data including full flight and full service exposure data forthe turbine engine, the environmental conditions in which the turbineengine has operated and the like. The one or more engine controllers areconfigured to determine the efficacy of a selected or recommendedcoating restoration procedure. The one or more engine controllers canalso determine a coating restoration schedule that is optimal given aspecified optimization objective (e.g., prolong engine life, improveperformance, or improve efficiency), based on historical engine dataand/or other engine operational data. The one or more engine controllersmake the determinations by making calculations using an algorithm,comparing data to historical engine data in a look-up table, or thelike.

The control system comprises one or more hardware components, softwarecomponents or computer-executable components and data structuresincluding an optimization routine. The one or more engine controllersinterface with the monitoring system to create a coating restorationschedule for a turbine engine, in order to maximize performance of theturbine engine and minimize maintenance costs. The one or more enginecontrollers make determinations and perform calculations based on dataand information received from the monitoring system. The one or moreengine controllers estimate improved engine life resulting from acoating restoration of the turbine engine system based on engineperformance data from and engine received by the monitoring system. Theoptimization routine employs all of the inputs received by the one ormore engine controllers and determines whether and when a coatingrestoration is necessary.

The one or more engine controllers utilize the engine performanceinformation generated by the engine performance monitor to predict whena coating restoration will be necessary or desired in order to maintainor improve the performance of a turbine engine system. If theperformance of the engine is severely degraded, the one or more enginecontrollers are configured to initiate a single coating restorationevent. If an engine is operating normally, the one or more enginecontrollers are configured to generate a coating restoration schedulefor the engine at time intervals based on a number of coatingrestoration schedule criteria. These criteria include the turbineengine's flight plans, normal operating conditions (e.g., short or longduration missions, altitude, humidity, frequency of accelerations vs.cruising segments, etc.), characteristics of the coating restorationtechnique, and the like.

The monitoring system can include one or more engine monitoringcontrollers that communicate and are linked to the one or more enginecontrollers. The one or more engine monitoring controllers receive theinformation from the engine performance monitor and are part of andcommunicate with the turbine engine and the engine controller of anaircraft. The one or more engine monitoring controllers can be theengine controller of an aircraft. The one or more engine monitoringcontrollers may be a Full Authority Digital Engine Controller (FADEC), acomponent thereof, or a separate module in communication with a FADEC(e.g., via one or more electronic communication links or networks).Optionally, the monitoring system includes an on-board engine monitor,of a range of characteristics, such as the frequency of dataacquisition.

The one or more engine monitoring controllers also include hardware,firmware, and/or software components that are configured to perform arange of functions such as communicating and utilizing information anddata, making determinations including calculation based on informationand data and the like similar to the one or more engine controllers. Theone or more engine monitoring controllers include a processor (e.g. acontroller, microprocessor, microcontroller, digital signal processor,etc.), memory, and an input/output (I/O) subsystem. The one or moreengine monitoring controllers can be a laptop computer, or mobile device(e.g., a tablet computer, smart phone, body-mounted device or wearabledevice, etc.), a server, an enterprise computer system, a network ofcomputers or the like.

The input and output subsystems of the one or more engine monitoringcontrollers are communicatively coupled to a number of hardware,firmware, and/or software components, including a data storage device, adisplay, a user interface subsystem, a communication subsystem, theengine performance monitor of the monitoring system and the one or moreengine optimization controllers. Portions of the engine performancemonitor and the one or more controllers of the control system may resideat least temporarily in the data storage device and/or other datastorage devices that are part of a fleet management system.

The communication subsystem of the one or more engine monitoringcontrollers connects the one or more engine monitoring controllers toother computing devices and/or systems by one or more networks. Thenetwork(s) may be a cellular network, a local area network, a wide areanetwork (e.g., Wi-Fi), a cloud, a virtual personal network (e.g., VPN),an Ethernet network, and/or a public network such as the Internet. Thecommunication subsystem may, alternatively or in addition, enableshorter-range wireless communications between the one or more enginemonitoring controllers and other computing devices, using, for example,Bluetooth and/or other technology. Accordingly, the communicationsub-system may include one or more optical, wired and/or wirelessnetwork interface subsystems, cards, adapters, or other devices, as maybe needed pursuant to the specifications and/or design of the particularengine monitoring controller.

The control system can also include one or more fleet operationscontrollers that are in communication with the one or more enginecontrollers such that scheduling determinations are communicated to theone or more fleet operations controllers. Thus, in addition to singleengine coating restoration schedule optimization, full fleetoptimization is also considered. A communication system of the one ormore engine controllers communicates outputs of one or more of theengine performance monitor, the one or more engine monitoringcontrollers and/or the one or more engine controllers to the one or morefleet operations controllers and/or the one or more controllers of thecoating restoration system. Portions of engine health data and/orcoating restoration schedule data, may be supplied to the one or morefleet operations controllers and/or the one or more controllers of thecoating restoration system. Therefore, the one or more fleet operationscontrollers are configured to manage turbine engine coating restorationfor a fleet of aircraft.

The one or more engine monitoring controllers compare the real-timeengine operating conditions to historical data of similar engines thatare considered to be operating appropriately. By monitoring historicaloperational data of the engine in a test cell or of similar engines thatare operating appropriately, an engine profile is developed over timeusing model-based control algorithms. Based on the comparison of thereal-time operating conditions to the engine profile, the one or moremonitoring engine controllers or the one or more engine monitoringcontrollers predict or determine the engine performance at a particulartime. Therefore, after an engine is built, the engine is tested in atest cell to make sure that it meets the performance requirements toensure the engine is operating normally before use in the field. Thedata for each engine is acquired in a test cell and then incorporatedinto the model-based control algorithm so the control algorithm candetermine an engine profile.

This test information for specific engines is used to build the controlalgorithms, and then, on-wing, the measured engine output is compared tothis engine profile at a specific point in the engine life that is underconsideration. Thus, the turbine parameters such as temperature andturbine component temperatures can be measured in a test cell and thesemeasurements can be compared with subsequent on-wing temperaturemeasurements. If the difference between the measurements obtained in thetest cell and the measurements obtained on-wing) exceeds certainprescribed values, then the one or more engine controllers or one ormore engine monitoring controllers are configured to determine that theturbine temperature is deteriorating over time, and a coatingrestoration is required. A predetermined range can be set for eachparameter or combination of parameters. Then based on whether theparameter, combination of parameters, calculated parameters or the likefall within the predetermined range, the one or more engine controllersschedules a time for restoration of the coatings.

The one or more controllers of the coating restoration system can be oneor more computing devices configured to manage engine coatingrestoration services. The one or more controllers of the coatingrestoration system are operated by an engine coating restorationservice, such as at an A check, C check, or procedure at an airport. Theone or more controllers of a coating restoration system is incommunication with all of the other controllers of the control system,including the one or more engine controllers, one or more fleetoperations controllers, and the one or more engine monitoringcontrollers. The one or more controllers of a coating restoration systemincludes an engine coating restoration history database and a coatingrestoration parameters database. The engine coating restoration databasestores information related to the coating restoration history of theturbine engine system, such as, when was the date of the last coatingrestoration of the turbine engine and what coating restoration wasperformed.

The engine coating restoration history can also be stored on the enginemaintenance history database. The coating restoration parametersdatabase includes information related to the coating restorationregimens available to be used to restore a particular turbine engine,such as data on all available coating restoration regimens, whichcoating restoration regimens are available at which locationsgeographically, whether a coating restoration crew at a particularlocation is available to perform a coating restoration, and the like.All historical data stored at the one or more controllers of the coatingrestoration system is communicated to all of the controllers within thecontrol system to be utilized in determinations, calculations,algorithms and as otherwise needed by the controllers within the controlsystem.

The one or more controllers of the coating restoration system obtainsand stores historical data about the engine or the engine's coatingrestoration history. This is through data inputted into the one or morecontrollers and data determined in real-time and stored within thememories of the one or more controllers. The one or more controllers ofthe coating restoration system are configured to use historical data todetermine an engine coating restoration scheme for the operator. The oneor more controllers of the coating restoration system communicate withthe other controllers in the control system to schedule maintenanceintervals based upon certain parts or modules of the turbine engine thatneed replacement. Thus, the one or more controllers of the coatingrestoration system are configured to determine the amount of restorationrequired for an individual component or module. Consequently, the one ormore controllers of the coating restoration system are configured todetermine if an engine merely needs a minor overhaul/restorationprocedure, and based on the restoration required the one or morecontrollers of the coating restoration system initiate a coatingrestoration. As a result, the engine coating or coatings are restoredand the engine is quickly returned to service, thereby extending theengine's efficiency until a major overhaul is required.

The one or more controllers of the coating restoration system areconfigured to monitor multiple parameters of the engine including and inaddition to the historical data. Such parameters of the engine includeone or more of an engine exhaust temperature, a condition of the coatingof the engine, engine fuel flow, compressor exit pressure, compressorexit temperature, engine derating, engine speed, engine cycles, enginepower use, auxiliary power use, environmental conditions, ambientairplane temperature or dates of engine use. The condition of thecoating may be or represent the presence or absence of spalling in thecoating, and/or an amount (e.g., number) of spalling or locations ofspalling. The engine derating may occur when the output of the engine isless than a directed output. For example, an engine that remains at thesame throttle position may derate when the power output by the enginedecreases (while remaining at the same throttle position). The number ofengine cycles represents the number of times that the engine is turnedon from an inactive or off state, the engine operates for a period oftime to perform work, and the engine is then deactivated or turned to anoff state. The auxiliary power use may indicate how much work performedby the engine (e.g., how much current generated by operation of theengine) is used for auxiliary power consumption, such as for poweringloads that do not propel a vehicle. The environmental conditions mayindicate the presence (or absence) of dust in the environment in whichthe engine operates, and/or the ambient temperatures in which the engineoperates.

Other parameters may include operational parameters indicative ofoperations or work performed by the engine or components of the engine.In one embodiment, the operational parameters may indicate thetemperature, air flow, time of usage, etc., of hot gas components of theengine, such as that of a combustor, turbine blade, turbine vane,turbine vane, turbine shroud, and/or combustor fuel nozzle.

Different parameters may impact when the additive is to be added to thecoating in different ways. For example, hotter engine exhausttemperatures may require application of the additive sooner than forcooler engine exhaust temperatures. The presence of spalling and/or agreater amount or degree of spalling may require application of theadditive sooner than for an absence or smaller amount or degree ofspalling. Greater amounts of fuel flowing to the engine may requireapplication of the additive sooner than for lesser amounts of fuelflowing to the engine. Increased compressor exit pressures and/ortemperatures may require application of the additive sooner than forsmaller or cooler compressor exit pressures and/or temperatures.Derating of the engine may indicate that application of the additiveneeds to occur sooner than for engines that do not derate or that derateby a lesser amount. Engines operating at faster engine speeds and/orover more engine cycles may require application of the additive to thecoating sooner than for slower engine speeds and/or fewer engine cycles.Engines producing greater amounts of power (e.g., relative to adesignated threshold) may require application of the additive to thecoating sooner than for engines producing lesser amounts of power.Engines that operate to power greater amounts of auxiliary loads mayrequire application of the additive to the coating sooner than forengines powering less or fewer auxiliary loads.

The one or more controllers of the coating restoration system areconfigured to issue a prompt or notification in order to prevent theoccurrence of a scheduled coating restoration cycle, if the one or morecontrollers of the coating restoration system determines that theengine's removal from service is imminent (e.g., for regularly scheduledrequired maintenance). The one or more controllers of the coatingrestoration system include data in a database or memory regarding thedate on which predetermined maintenance is to occur. The one or morecontrollers of the coating restoration system then compare a date ofmaintenance determined as a result of system parameters and if the datefalls within a predetermined range, such as one month, of the date ofthe predetermined maintenance, the one or more controllers of thecoating restoration system are configured to cancel the determined dateof maintenance.

The maintenance includes restoring a coating at different points in theoperational life of the engine that results in different prolonged lifeof the coating. In one embodiment, an additive is applied to the coatingto extend the life span of the engine by 100% or more compared to if norestorative coating was provided. In another embodiment, after some lifespan, the additive is applied to extend engine life by 25% the initiallife span. Otherwise if applied after some small spalling, life can beextended by 10% the life span. Alternatively, if the restorative coatingis applied after large spalling, an additional life span can be added asa result of the coating.

Thus, the one or more controllers of the coating restoration system areconfigured to coordinate coating restoration cycles with othermaintenance schedules as well as operational schedules. The one or morecontrollers of the coating restoration system are configured toestablish the best variation of cycle times in which the optimumparameters of engine coating restoration are determined, including thetime interval between coating restoration(s), the duration of coatingrestoration(s), the particular mixture or composition of the coatingrestoration solution, and the like. The one or more controllers of thecoating restoration system are configured to establish a predictivecoating restoration schedule based on the historical data. Thepredictive coating restoration schedule can then be used by the enginemanufacturer in order to better predict engine coating restoration as afunction of minor and major overhaul intervals.

The term “database” may refer to, among other things, a computerizeddata structure capable of storing information for easy retrieval (e.g.,a keyword search) or a computer program command. Portions of eachdatabase may be embodied as, for example, a file, a table, or adatabase. While not specifically shown, the fleet management system mayinclude other computing devices (e.g., servers, mobile computingdevices, etc.), which may be in communication with each other and/or theother controllers in the control system.

One turbine engine considered is a multiple shaft turbofan gas turbineengine. The aspects of the present disclosure are applicable to turbineengines in general. Other types of turbine engines include turboprop andturboshaft systems, as well as turbine engines designed fornon-aerospace applications. In the turbine engine, a fan (e.g., a fan,variable pitch propeller, etc.) draws air into the engine.

FIG. 1 is a schematic diagram of a control system 100 for maintaining acomponent 102 such as an engine of a powered system 106. In oneembodiment, the component 102 is an engine on a wing 104 of an aircraft,but optionally may be an engine of another vehicle, an engine of astationary power-generating system, or another type of component. Thecontrol system 100 includes one or more engine controllers 110. Theengine controller 110 can be of any type, including but not limited to acomputer, computing device, laptop computer, mobile device, tabletcomputer, smart phone, body-mounted device, wearable device, server,enterprise computer system, network of computers, or the like. Theengine controller 110 includes one or more processors 112 that can alsobe of any type, including but not limited to a controller,microprocessor, microcontroller, digital signal processor, and the likethat can receive, determine, compute and transmit information.

The processor 112 can have or operate based on algorithms and look-uptables inputted therein through programming or the like. In this manner,the processor 112 can make calculations based on parameters of theengine 102 and aircraft or compare such parameters to the look-up tablesto make determinations. The processor 112 is in communication with amemory 114 that contains a database of information that is eitherinputted into the controller 110, determined by the processor 112 of thecontroller 110, or communicated from another controller or device, to bestored within the memory 114. The processor 112 and memory 114 are alsoin communication with a communication subsystem 116 that has input andoutput subsystems 118 and 120 to receive and transmit information anddata for the controller 110. The communication subsystem 116 connectsthe one or more engine controllers 110 to other controllers and/orsystems by one or more networks 122.

The network(s) 122 may be a cellular network, a local area network, awide area network (e.g., Wi-Fi), a cloud, a virtual personal network(e.g., VPN), an Ethernet network, and/or a public network such as theInternet. The communication subsystem 116 may, alternatively or inaddition, enable shorter-range wireless communications between the oneor more engine monitoring controllers and other computing devices,using, for example, Bluetooth and/or other technology. Accordingly, thecommunication sub-system 116 may include one or more optical, wiredand/or wireless network interface subsystems, cards, adapters, or otherdevices, as may be needed pursuant to the specifications and/or designof the particular engine controller.

A display module 124 is also in communication with the processor 112,memory 114 and communication subsystem 116. The display module 124typically is a screen that displays information retrieved from theprocessor 112, memory 114 or communication subsystem 116 to conveyinformation to the user.

A user interface subsystem 125 similarly is in communication with theother components of the engine controller 110, including the processor112, memory 114, communication subsystem 116 and display module 124. Inthis manner a user my input information, data, historical data,algorithms, models and the like into the engine controller 110 andreceive information as requested.

The control system 100 includes a monitoring system 200 that has one ormore an engine monitoring controllers 210 that can be of any type,including but not limited to a computer, computing device, laptopcomputer, mobile device, tablet computer, smart phone, body-mounteddevice, wearable device, server, enterprise computer system, network ofcomputers, or the like. The engine monitoring controller 210 includes aprocessor 212 that can also be of any type, including but not limited toa controller, microprocessor, microcontroller, digital signal processor,and the like that can receive, determine, compute and transmitinformation.

The processor 212 can make calculations based on parameters of theengine 202 and aircraft or compare such parameters to the look-up tablesto make determinations. The processor 212 is in communication with amemory 214 that contains a database of information that is eitherinputted into the controller 210, determined by the processor 212 of thecontroller 210, or communicated from another controller or device, to bestored within the memory 214. The processor 212 and memory 214 are alsoin communication with a communication subsystem 216 that has input andoutput subsystems 218 and 220 to receive and transmit information anddata for the controller 210. The communication subsystem 216 connectsthe one or more engine monitoring controllers to the one or more enginecontrollers 210 and to other controllers and/or systems by one or morenetworks 222.

The network(s) 222 may be a cellular network, a local area network, awide area network (e.g., Wi-Fi), a cloud, a virtual personal network(e.g., VPN), an Ethernet network, and/or a public network such as theInternet. The communication subsystem 216 may, alternatively or inaddition, enable shorter-range wireless communications between the oneor more engine monitoring controllers and other computing devices,using, for example, Bluetooth and/or other technology. Accordingly, thecommunication sub-system 216 may include one or more optical, wiredand/or wireless network interface subsystems, cards, adapters, or otherdevices, as may be needed pursuant to the specifications and/or designof the particular engine controller.

A display module 224 is also in communication with the processor 212,memory 214 and communication subsystem 216. The display module 224typically is a screen that displays information retrieved from theprocessor 212, memory 214 or communication subsystem 216 to conveyinformation to the user.

A user interface subsystem 225 similarly is in communication with theother components of the engine monitoring controller 210, including theprocessor 212, memory 214, communication subsystem 216 and displaymodule 224. In this manner, a user my input information, data,historical data, algorithms, models and the like into the enginemonitoring controller 210 and receive information as requested.

An engine performance monitoring system 226 is also in communicationwith the processor 212, memory 214 and communication subsystem 216 ofthe engine monitoring controller 210. The engine performance monitoringsystem 226 includes sensors 228 and 230 in the engine 102 that measurereal-time parameters of the engine. In one embodiment, sensor 228 is atemperature sensor that measures the air temperature of air entering theengine and sensor 230 is a temperature sensor that measures the airtemperature of the exhaust existing the engine 102. In anotherembodiment, one of the sensors 228 or 230 is a mass flow sensor. Thesensors 228 and 230 take real time measurements that are communicated tothe processor 212 and memory 214 of the engine monitoring controller210.

The engine performance monitoring system 226 in one embodiment monitorsthe condition of the thermal barrier coating of the engine utilizingmethods as presented in U.S. Pat. No. 9,395,301 that is incorporated byreference herein. Thus, the sensors 228 and 230 monitor coatingparameters including temperature at the coating to utilize the methodspresented in the '301 patent.

In this manner, the processor 212 can make determinations such ascalculating fuel efficiency of the engine. Such determinations can thenbe compared to an engine profile created from historical data of similarengines or from test cell data from testing of the engine prior to use.Based on the comparison the processor 212 and thus controller 210determines a date or range of dates for maintaining the engine for theindividual aircraft. Alternatively, the real time measurements, data,information or determination of the one or more engine monitoringcontrollers are communicated to the one or more engine controllers 110for similar determinations and calculations and to determine a date orrange of dates for maintenance for the individual aircraft. Thecommunication between the one or more engine controller 110 and enginemonitoring controller 210 is provided through communication links,including wired and/or wireless, direct or indirect, connections.

The sensors 228 and 230 may include thermocouples that generatepotentials representative of temperatures or changes in temperature inthe air, a thermometer, or another device that can sense temperature andgenerate an output signal to the controller 210 that indicatestemperature. The sensors 228 and 230 may also be a piezoelectric straingauge, a capacitive pressure sensor, an electromagnetic pressure sensor,or other device that can sense pressure of the air and generate anoutput signal to the controller 210 that indicates the pressure. In oneembodiment, one of the sensors 228, 230 or an additional sensor may bean oxygen sensor that measures the amount of oxygen conveyed to theengine. The controller 210 may monitor the rates of air flow through theengine during flight from mass flow sensors that are coupled with orincluded in the engine.

The one or more engine monitoring controllers 210 can be the enginecontroller of the aircraft 106. The one or more engine monitoringcontrollers 210 may be a Full Authority Digital Engine Controller(FADEC), a component thereof, or a separate module in communication witha FADEC (e.g., via one or more electronic communication links ornetworks). Optionally, the monitoring system 226 includes an on-boardengine monitor, of a range of characteristics, such as the frequency ofdata acquisition.

The control system 100 can also optionally include a fleet managementsystem 300 having one or more fleet operations controllers 310. The oneor more fleet operations controllers 310 can be of any type, includingbut not limited to a computer, computing device, laptop computer, mobiledevice, tablet computer, smart phone, body-mounted device, wearabledevice, server, enterprise computer system, network of computers, or thelike. The fleet operations controller 310 includes a processor 312 thatcan also be of any type, including but not limited to a controller,microprocessor, microcontroller, digital signal processor, and the likethat can receive, determine, compute and transmit information.

The processor 312 can have algorithms and look-up tables inputtedtherein through programming or the like. In this manner, the processor312 can make calculations based on parameters of the engine 302 andaircraft or compare such parameters to the look-up tables to makedeterminations. The processor 312 is in communication with a memory 314that contains a database of information that is either inputted into thecontroller 310, determined by the processor 312 of the controller 310,or communicated from another controller or device, to be stored withinthe memory 314. The processor 312 and memory 314 are also incommunication with a communication subsystem 316 that has input andoutput subsystems 318 and 320 to receive and transmit information anddata for the controller 310. The communication subsystem 316 connectsthe one or more fleet operations controller 310 to other controllersand/or systems of the control system by one or more networks 322,including the one or more engine controllers or the one or more enginemonitoring controllers.

The network(s) 322 may be a cellular network, a local area network, awide area network (e.g., Wi-Fi), a cloud, a virtual personal network(e.g., VPN), an Ethernet network, and/or a public network such as theInternet. The communication subsystem 316 may, alternatively or inaddition, enable shorter-range wireless communications between the oneor more engine monitoring controllers and other computing devices,using, for example, Bluetooth and/or other technology. Accordingly, thecommunication sub-system 316 may include one or more optical, wiredand/or wireless network interface subsystems, cards, adapters, or otherdevices, as may be needed pursuant to the specifications and/or designof the particular engine controller.

A display module 324 is also in communication with the processor 312,memory 314 and communication subsystem 316. The display module 324typically is a screen that displays information retrieved from theprocessor 312, memory 314 or communication subsystem 316 to conveyinformation to the user.

A user interface subsystem 325 similarly is in communication with theother components of the fleet operations controller 310, including theprocessor 312, memory 314, communication subsystem 316 and displaymodule 324. In this manner a user my input information, data, historicaldata, algorithms, models and the like into the engine monitoringcontroller 310 and receive information as requested.

By using the one or more fleet operation controllers 310, in addition tosingle engine coating restoration schedule optimization, full fleetoptimization is also considered. Portions of engine data and/or coatingrestoration schedule data, may be supplied to the one or more fleetoperations controllers 310 and/or the one or more controllers of acoating restoration system. Therefore, the one or more fleet operationscontrollers 310 are configured to manage turbine engine coatingrestoration for a fleet of aircraft.

In one example, as the controllers 110 and/or 210 determine dates orranges of dates maintenance should occur in individual aircraft, the oneor more fleet operations controllers 310 receive this information for anentire fleet of aircraft. In this manner, the one or more fleetoperation controllers 310 can determine if a predetermined percentage ofthe fleet exceeds a threshold percentage for maintenance down time toreschedule maintenance of at least one aircraft to ensure the properamount of aircraft remain operating within the fleet.

In another example, as the controllers 110 and/or 210 determine dates orranges of dates maintenance should occur in individual aircraft, the oneor more fleet operations controllers 310 receive this information for anentire fleet of aircraft. In this manner, the one or more fleetoperation controllers 310 can utilize an algorithm that utilizes all ofthe flight schedules of all of the aircraft that require maintenance ina given range of dates to determine the location that coatingrestoration for all of the aircraft being restored is to occur tominimize downtime of the aircraft under maintenance.

The control system 100 also includes one or more controllers 410 of acoating restoration system. The one or more controllers 410 of thecoating restoration system can be of any type, including but not limitedto a computer, computing device, laptop computer, mobile device, tabletcomputer, smart phone, body-mounted device, wearable device, server,enterprise computer system, network of computers, or the like. Theengine controller 410 includes a processor 412 that can also be of anytype, including but not limited to a controller, microprocessor,microcontroller, digital signal processor, and the like that canreceive, determine, compute and transmit information.

The processor 412 can have algorithms and look-up tables inputtedtherein through programming or the like. In this manner, the processor412 can make calculations based on parameters of the engine 402 andaircraft or compare such parameters to the look-up tables to makedeterminations. The processor 412 is in communication with a memory 414that contains a database of information that is either inputted into thecontroller 410, determined by the processor 412 of the controller 410,or communicated from another controller or device, to be stored withinthe memory 414.

The memory 414 includes a restoration history database and a coatingrestoration parameters database. The restoration history database storesinformation related to the coating restoration history of the turbineengine system, such as, when was the date of the last coatingrestoration of the turbine engine and what coating restoration wasperformed. The coating restoration parameters database includesinformation related to the coating restoration regimens available to beused to restore a particular turbine engine, such as data on allavailable coating restoration regimens, which coating restorationregimens are available at which locations geographically, whether acoating restoration crew at a particular location is available toperform a coating restoration, and the like.

The processor 412 and memory 414 are also in communication with acommunication subsystem 416 that has input and output subsystems 418 and420 to receive and transmit information and data for the controller 410.The communication subsystem 416 connects the one or more controllers 410of the coating restoration system to the other controllers and systemsby one or more networks 422, including the one or more enginecontrollers, the one or more engine monitoring controllers or the one ormore fleet operations controllers.

The network(s) 422 may be a cellular network, a local area network, awide area network (e.g., Wi-Fi), a cloud, a virtual personal network(e.g., VPN), an Ethernet network, and/or a public network such as theInternet. The communication subsystem 416 may, alternatively or inaddition, enable shorter-range wireless communications between the oneor more engine monitoring controllers and other computing devices,using, for example, Bluetooth and/or other technology. Accordingly, thecommunication sub-system 416 may include one or more optical, wiredand/or wireless network interface subsystems, cards, adapters, or otherdevices, as may be needed pursuant to the specifications and/or designof the particular engine controller.

A display module 424 is also in communication with the processor 412,memory 414 and communication subsystem 416. The display module 424typically is a screen that displays information retrieved from theprocessor 412, memory 414 or communication subsystem 416 to conveyinformation to the user.

A user interface subsystem 425 similarly is in communication with theother components of the one or more controllers 410 of the coatingrestoration system, including the processor 412, memory 414,communication subsystem 416 and display module 424. In this manner auser my input information, data, historical data, algorithms, models andthe like into the one or more controllers 410 of the coating restorationsystem and receive information as requested.

FIG. 2 shows the coating restoration system 450 that is operated by andincludes controller 410. The coating restoration system 450 includes amobile supply unit 452 such as a truck or is incorporated into a workcart, trailer, or other type of vehicle or support structure. The mobilesupply unit 452 includes a power supply 454, an air supply 456, a watersupply 458 and a coating restoration unit 460 mounted on the mobilesupply unit 452. The coating restoration unit 460 includes a rail 462and glider 464 with an attachment mechanism 466 on the glider thatattaches a spray nozzle 468 that receives a slurry and air to output acoating for a component such as a thermal barrier coating. The rail 462and glider 464 system provide for 360° degree movement to coat anysurface of the component. The coating restoration system 450 stores therestoration coating agent so that it can be delivered to the spraynozzle 468 for application in the turbine engine.

The one or more controllers 410 of the coating restoration system 450are operated by an engine coating restoration service, such as at an Acheck, C check, or procedure at an airport. The one or more controllers410 of a coating restoration system 450 is in communication with all ofthe other controllers 110, 210 and 310 of the control system 100. Allhistorical data stored at the one or more controllers 410 of the coatingrestoration system 450 is communicated to all of the controllers 110,210 and 310 within the control system 100 to be utilized indeterminations, calculations, algorithms and as otherwise needed by thecontrollers 110, 210 and 310 within the control system.

The one or more controllers 410 of the coating restoration system 450obtains and stores historical data about the engine or the engine'scoating restoration history. This is through data inputted into the oneor more controllers and data determined in real-time and stored withinthe memories of the one or more controllers 110, 210 and 310. The one ormore controllers 410 of the coating restoration system 450 areconfigured to use the historical data to determine an engine coatingrestoration scheme for the operator. The one or more controllers 410 ofthe coating restoration system 450 communicate with the othercontrollers 110, 210 and 310 in the control system 100 to schedulemaintenance intervals based upon certain parts or modules of the turbineengine that need replacement. Thus, the one or more controllers 410 ofthe coating restoration system 450 are configured to determine theamount of restoration required for an individual component or module.Consequently, the one or more controllers 410 of the coating restorationsystem 450 are configured to determine if an engine 102 merely needs aminor overhaul/restoration procedure, and based on the restorationrequired the one or more controllers 410 of the coating restorationsystem 450 initiate a coating restoration. As a result, the enginecoating or coatings are restored and the engine is quickly returned toservice, thereby extending the engine's efficiency until a majoroverhaul is required.

The one or more controllers 410 of the coating restoration system 450are configured to issue a prompt or notification in order to prevent theoccurrence of a scheduled coating restoration cycle, if the one or morecontrollers 410 of the coating restoration system 450 determines thatthe engine's removal from service is imminent (e.g., for regularlyscheduled required maintenance). The one or more controllers 410 of thecoating restoration system 450 include data in a database or memoryregarding the date on which predetermined maintenance is to occur. Theone or more controllers 410 of the coating restoration system 450 thencompare a date of maintenance determined as a result of systemparameters and if the date falls within a predetermined range, such asone month, of the date of the predetermined maintenance, the one or morecontrollers 410 of the coating restoration system 450 are configured tocancel the determined date of maintenance.

Thus, the one or more controllers 410 of the coating restoration system450 are configured to coordinate coating restoration cycles with othermaintenance schedules as well as operational schedules. The one or morecontrollers 410 of the coating restoration system 450 are configured toestablish the best variation of cycle times in which the optimumparameters of engine coating restoration are determined, including thetime interval between coating restoration(s), the duration of coatingrestoration(s), the particular mixture or composition of the coatingrestoration solution, and the like. The one or more controllers 410 ofthe coating restoration system 450 are configured to establish apredictive coating restoration schedule based on the historical data.The predictive coating restoration schedule can then be used by theengine manufacturer in order to better predict engine coatingrestoration as a function of minor and major overhaul intervals.

FIG. 3 shows a method for determining maintenance of a turbine engine500. At 502, the measurements of parameters of a turbine engine aretaken in a test cell prior to use of the turbine engine. At 504, anengine profile is formed based the measurements or on historical data ofsimilar engines and inputted or communicated to the controllers of acontrol system.

At 506, a controller monitors parameters of the engine during operation.These parameters can include engine temperature, different airtemperatures at the engine, fuel consumption and the like. At 508, in anembodiment where the engine is on an aircraft, parameters of theaircraft are inputted and communicated to controllers in the controlsystem. These parameters include environmental conditions during flight,flight durations, air speeds and the like.

At 510, a controller makes determinations based on the parameters of theengine and the aircraft (for such an embodiment). Based on thesedeterminations the controller determines a date or a range of dates formaintenance of the engine to restore a coating at 512.

At 514, the determined date or range of dates is communicated to acontroller of a coating restoration system. At 516, the controller ofthe coating restoration system compares the date or dates communicatedto pre-determined maintenance date of the engine to determine if theinitial determined date or range of dates falls within a range of datesprior to the pre-determined maintenance.

If at 516 the initial determined date or range of dates falls within therange of dates prior to the pre-determined maintenance, at 518, thecontroller of the coating restoration system cancels the date or rangeof dates determined and removes the engine or aircraft (in such anembodiment) from a restoration schedule. If at 516, the initialdetermined date or range of dates does not fall within the range ofdates prior to the pre-determined maintenance, at 520 the controller ofthe coating restoration system leaves the determined date on therestoration schedule.

At 522, in an embodiment where the engine is on an aircraft and thataircraft belongs to a fleet of aircraft, the updated restorationschedule is communicated to a fleet operation controller. At 524, thefleet operation controller determines the percentage of aircraft in thefleet that are on the restoration schedule for the date or range ofdates from maintenance.

At 526, if the percentage of aircraft in the fleet that are on therestoration schedule for the date exceeds a threshold percentage, thefleet operation controller will delay the restoration for apredetermined amount of time when the percentage falls below thethreshold percentage. At 528, if the percentage of aircraft in fleetthat are on the restoration schedule for the date does not exceed athreshold percentage the fleet operation controller leaves thedetermined date or range of dates on the restoration schedule.

FIG. 4 shows a flow chart of a method of restoring a coating 600. At 602the measurements of parameters of a turbine engine are taken in a testcell prior to use of the turbine engine. At 604 an engine profile isformed based the measurements or historical data of similar engines andinputted or communicated to the controllers of a control system.

At 606, a controller monitors parameters of the engine during operation.These parameters can include engine temperature, different airtemperatures at the engine, fuel consumption and the like. At 608, in anembodiment where the engine is on an aircraft, parameters of theaircraft are inputted and communicated to controllers in the controlsystem. These parameters include environmental conditions during flight,flight durations, air speeds and the like.

At 610, a controller makes determinations based on the parameters of theengine and the aircraft. Based on these determinations the controlsystem determines a date or a range of dates for maintenance of theengine to restore a coating at 612.

At 614, on the date of restoration the controller of a coatingrestoration system determines based on the date of restoration and thedeterminations based on engine and aircraft parameters the surfaces ofthe engine to be coated, the amount of coating to be supplied and/or theconsistency of the coating materials.

As an example of how the methods of FIGS. 3 and 4 work, when a turbineengine is manufactured for an aircraft, before securing the engine onthe wing, test cell measurements are taken of the engine and inputtedinto the either the engine optimization controller, engine monitoringcontroller or both. This information is then communicated wirelessly toall of the controllers in the control system. During operation of theengine, the engine is utilized for the first time on January 1^(st). Theengine monitoring controller receives inputs from the aircraft enginecontroller regarding flight information, including but not limited toenvironmental conditions including temperature and precipitation attake-off and landing, date and time of flight, air temperature changes,relative humidity, air quality, air speed and wind conditions for eachflight during operation. Simultaneously, the engine monitoringcontroller receives inputs from engine sensors regarding the airtemperature of the exhaust in the engine and fuel consumed. Theinformation and data inputted and received is stored in the memory ofthe engine monitoring controller and communicated to the enginecontroller during all operations of the engine. The controllers utilizealgorithms to determine the profile of the engine after completion ofeach flight based on the information and data gathered during operationand based on historical data.

In the example, after a flight on June 1^(st) of the same year, thecalculated profile based on engine exhaust temperature is compared tothe engine profile formed during testing, and a controller determinesmaintenance is not needed. The algorithm then determines based on thehistorical data of the engine parameters to that date, at the currentpace of wear the thermal barrier coating of the engine should berestored on September 1 of the same year. This information iscommunicated to all of the controllers in the control system includingthe one or more controllers of the coating restoration system and theone or more fleet operation controllers. The one or more controllers ofthe coating restoration system then compare the September 1 date to theregularly scheduled maintenance date of the engine, which is January 1of the next year. Because the September 1 date is more than one monthaway, the one or more controllers of the coating restoration systemschedule the engine for maintenance on September 1 of this year. Theinformation is then communicated to the other controllers of the controlsystem including the one or more fleet operations controllers.

In the example, the one or more fleet operations controllers receive theinformation that the engine is scheduled for restoration of the thermalbarrier coating on September 1 of this year. The fleet operationscontroller then calculates the percentage of aircraft in the fleet thatare currently scheduled for maintenance on September 1 is 2% or lessthan the 3% threshold percentage of aircraft in the fleet undergoingmaintenance for that day. As a result, the fleet operations controllerdoes not change the date of the scheduled maintenance and the engine isscheduled for maintenance on September 1. On the day of maintenance, theone or more controllers of the coating restoration system have thecoating restoration system provide the pre-determined amount of coatingof the engine to restore the engine profile.

In a second example, the same steps occur as the first example, whereinafter the June 1^(st) flight a controller makes an initial determinationthat the maintenance is to occur on September 1 of this year. This timethe engine profile is determined as a result of monitoring the thermalbarrier coating using methods outlined in U.S. Pat. No. 9,395,301. Againthe one or more controllers of the restoration system determines thatregularly scheduled maintenance is not until January 1 of next year andleaves the aircraft on the restoration schedule for maintenance forSeptember 1 of this year and communicates this information to the fleetoperations controller. In this second example, the fleet operationscontroller calculates the percentage of aircraft scheduled formaintenance is 4%, above the threshold percentage of aircraft. The fleetoperations controller then determines the maintenance date to be October1 of this year when only 2% of aircraft are scheduled for maintenance.The new maintenance date is then communicated to the other controllersin the control system including the one or more controllers of thecoating restoration system that again compares date to the regularlyscheduled maintenance and because it is more than a month away, keepsthe October 1 maintenance date scheduled.

In the second example, when the October 1 maintenance occurs, the one ormore controllers of the coating restoration system restores the thermalbarrier coating by increasing the amount of coating and surface area ofthe engine the spray device covers compared to the amount of coating andsurface area coated if the maintenance occurred on September 1 as wasoriginally scheduled. In this manner, the coating restoration systemcompensates for the late maintenance by enhancing the restoration.

In a third example, the same steps occur as the first example with theengine profile being determined based on engine efficiency. In thisthird example, after the June 1^(st) flight a controller makes aninitial determination that the maintenance is to occur in a range ofdates between December 7-14 of this year. These initial dates ofmaintenance are scheduled and communicated to the other controllersincluding the one or more controllers of the coating restoration system.The one or more controllers of the coating restoration system thencompares the scheduled range of dates to the regularly scheduledmaintenance of the engine on January 1 of the next year and determinesthis is within one month of the regularly scheduled maintenance. Thus,the one or more controllers of the coating restoration system moves themaintenance of the thermal barrier coating to the date of the regularlyscheduled maintenance, cancelling the December 7-14 maintenance.

In the third example, at the regularly scheduled maintenance, similar tothe second example, the amount of coating and surface area of the enginethe spray device covers increases based on the later maintenance datescheduled compared to the original date calculated by engine monitoringcontroller. Thus, additional protection is provided.

In a fourth example, the same steps occur as the first example, onlyafter the June 1^(st) flight the algorithm makes an initialdetermination that the maintenance is not to occur until February 1 ofthe next year. This initial date of maintenance is scheduled andcommunicated to the other controllers including the one or morecontrollers of the coating restoration system. The one or morecontrollers of the coating restoration system then compares thescheduled date to the regularly scheduled maintenance of the engine onJanuary 1 of the next year and determines this is after the regularlyscheduled maintenance. Thus, the one or more controllers of the coatingrestoration system moves the maintenance of the thermal barrier coatingto the date of the regularly scheduled maintenance, cancelling theFebruary 1 maintenance.

In the fourth example, at the regularly scheduled maintenance, theamount of coating and surface area of the engine the spray device coversdecreases compared to the amount and surface area if maintenance wouldhave occurred on February 1. Thus, based on the earlier maintenance datescheduled compared to the original date calculated by engine monitoringcontroller not as much restoration is required and the restorationapplication is altered.

In an additional example the engine monitoring controller monitors theamount of engine cycles and the average ambient temperature of the planeduring operation. Based on these parameters the control system utilizesa look up table to determine a maintenance date for the engine.

In another example the engine monitoring controller or the engineoptimization controller monitors historical data or real time data ofengine and airplane parameters. Such parameters include one or more ofan engine exhaust temperature, a condition of the coating of the engine,engine fuel flow, compressor exit pressure, compressor exit temperature,engine derating, engine speed, engine cycles, engine power use,environmental conditions, ambient airplane temperature or dates ofengine use. Based on one or more of these parameters, the control systemdetermines a maintenance date for the engine. The system on themaintenance date applies an additive to increase the useful life of theengine to greater than 100%. For example, if an initial coating on or inan engine has a useful life of 1,000 engine cycles but, after some useof the engine the coating has a remaining useful life of 750 enginecycles, application of the additive to the coating may increase theuseful life of the coating to 1,100 total engine cycles or may increasethe useful life by an additional 300 engine cycles such that the actualtotal useful life of the coating is extended beyond the initial 100%.

As another example, the determination of when to extend a useful life ofa coating in or on an engine may not be based on a static or absolutedate, but may be a relative time. For example, due to different enginesbeing used different amounts, identical coatings on different enginesmay need restoration or application of additives at different times. Theone or more controllers described herein may direct application of theadditive to a coating as a number of engine cycles. The additive mayneed to be applied before expiration or upon expiration of the number ofengine cycles. Optionally, one or more controllers described herein maydirect application of the additive to a coating as a trigger point. Thetrigger point can be a point in time at which the additive should beapplied to the coating before continued use of the engine after thetrigger point occurs. A trigger point can be a number of engine cycles,a number of hours of engine usage, or the like.

In one embodiment, a control system is provided. The control system hasone or more controllers configured to determine when to extend a lifespan of a coating of an engine by applying an additive to the coatingbased on one or more monitored parameters of the engine. The one or morecontrollers also are configured to, direct application of the additiveonto a coating of the engine based on the monitored parameters of theengine.

In one embodiment, the coating is a thermal barrier coating.

In one embodiment, the one or more controllers include an engineoptimization controller and a fleet operation controller. The engineoptimization controller is configured to determine an initialmaintenance date and the fleet operation controller is configured todetermine the maintenance date. In one embodiment, the determinedmaintenance date is later than the initial maintenance date. In thisembodiment, the one are more controllers are configured to increase theamount of coating sprayed on the engine based on the maintenance datedetermined by the fleet operation controller.

In one embodiment, the one or more controllers include an engineoptimization controller and a controller of a restorative coatingsystem. The engine optimization controller determines an initialmaintenance date based on the monitored parameters of the engine and thecontroller of the restorative coating system is configured to determinethe maintenance date. In one embodiment, the determined maintenance dateis later than the initial maintenance date. In this embodiment, the oneare more controllers are configured to increase the amount of coatingsprayed on the engine based on the maintenance date determined by thecontroller of the restorative coating system.

In one embodiment, the monitored parameter of the engine includes one ormore of an engine exhaust temperature, a condition of the coating of theengine, engine fuel flow, compressor exit pressure, compressor exittemperature, engine derating, engine speed, engine cycles, engine poweruse, environmental conditions, ambient airplane temperature or dates ofengine use.

In one embodiment, the one or more controllers are configured todetermine an amount of additive to apply onto the coating based on themonitored parameters. In another embodiment, the one or more controllersare configured to determine the type of additive to apply onto thecoating based on the monitored parameters.

In one embodiment, a method of coating an engine is provided. Stepsinclude monitoring engine parameters with one or more controllers anddetermining an engine maintenance date with the one or more controllersbased on the monitored engine parameters. A coating restoration systemhaving a mobile spray device is provided and coats the engine with thespray device on the engine maintenance date based on the monitoredengine parameters.

In one embodiment, the method additionally provides the step ofdetermining the engine maintenance date comprises the steps of testingthe engine to form an engine profile and comparing the monitored engineparameters to the formed engine profile to determine an initial enginemaintenance date. The initial maintenance date is communicated to afleet operation controller and the percentage of aircraft in a fleetundergoing maintenance on the engine maintenance date is determined. Theengine maintenance date is then determined based of the percentage ofaircraft in a fleet undergoing maintenance on the engine maintenancedate. In one embodiment, when the percentage of aircraft is above athreshold percentage the determined engine maintenance date is differentthan the initial engine maintenance date.

In one embodiment, the step of determining the engine maintenance datecomprises the steps of testing the engine to form an engine profile andcomparing the monitored engine parameters to the formed engine profileto determine an initial engine maintenance date. The initial maintenancedate is communicated to a controller of a restorative coating system.Then the initial engine maintenance date is compared to a regularlyscheduled maintenance date and the maintenance date is determined basedon the regularly scheduled maintenance date. In one embodiment, thedetermined engine maintenance date is different than the initial enginemaintenance date. In this embodiment, the controller of the restorativecoating system can increase an amount of coating based on the enginemaintenance date being different than the initial engine maintenancedate. In this embodiment, the controller of the restorative coatingsystem can change a spray pattern of the spray device based on theengine maintenance date being different than the initial enginemaintenance date. In this embodiment, the controller of the restorativecoating system can change the consistency of spray based on the enginemaintenance date being different than the initial engine maintenancedate.

In one embodiment a control system is provided with one or morecontrollers configured to monitor one or more parameters of an engine.The one or more controllers also are configured to determine an additiveapplication to direct on the engine based on the one or more monitoredparameters of the engine. The additive application in one embodimentextends the life of the engine to greater than 25% of a measured initiallife span of the engine. In another embodiment the one or morecontrollers also are configured to determine when the additiveapplication is directed on the engine.

As used herein, an element or step recited in the singular and proceededwith the word “a” or “an” should be understood as not excluding pluralof said elements or steps, unless such exclusion is explicitly stated.Furthermore, references to “one embodiment” of the presently describedsubject matter are not intended to be interpreted as excluding theexistence of additional embodiments that also incorporate the recitedfeatures. Moreover, unless explicitly stated to the contrary,embodiments “comprising” or “having” an element or a plurality ofelements having a particular property may include additional suchelements not having that property.

It is to be understood that the above description is intended to beillustrative, and not restrictive. For example, the above-describedembodiments (and/or aspects thereof) may be used in combination witheach other. In addition, many modifications may be made to adapt aparticular situation or material to the teachings of the subject matterset forth herein without departing from its scope. While the dimensionsand types of materials described herein are intended to define theparameters of the disclosed subject matter, they are by no meanslimiting and are exemplary embodiments. Many other embodiments will beapparent to those of skill in the art upon reviewing the abovedescription. The scope of the subject matter described herein should,therefore, be determined with reference to the appended claims, alongwith the full scope of equivalents to which such claims are entitled. Inthe appended claims, the terms “including” and “in which” are used asthe plain-English equivalents of the respective terms “comprising” and“wherein.” Moreover, in the following claims, the terms “first,”“second,” and “third,” etc. are used merely as labels, and are notintended to impose numerical requirements on their objects. Further, thelimitations of the following claims are not written inmeans-plus-function format and are not intended to be interpreted basedon 35 U.S.C. § 112(f), unless and until such claim limitations expresslyuse the phrase “means for” followed by a statement of function void offurther structure.

This written description uses examples to disclose several embodimentsof the subject matter set forth herein, including the best mode, andalso to enable a person of ordinary skill in the art to practice theembodiments of disclosed subject matter, including making and using thedevices or systems and performing the methods. The patentable scope ofthe subject matter described herein is defined by the claims, and mayinclude other examples that occur to those of ordinary skill in the art.Such other examples are intended to be within the scope of the claims ifthey have structural elements that do not differ from the literallanguage of the claims, or if they include equivalent structuralelements with insubstantial differences from the literal languages ofthe claims.

What is claimed is:
 1. A control system comprising: one or morecontrollers configured to determine when to extend a life span of acoating of an engine by applying an additive to the coating based on oneor more monitored parameters of the engine, the monitored parametersincluding one or more of a condition of the coating, an operationalparameter of the engine, a comparison between an engine output and adesignated output, or an environmental condition; wherein the one ormore controllers also are configured to direct application of theadditive onto the coating of the engine based on the monitoredparameters of the engine.
 2. The control system of claim 1 wherein thecoating is a thermal barrier coating.
 3. The control system of claim 1wherein the monitored parameters include a presence of spalling in thecoating as the condition of the coating.
 4. The control system of claim1 wherein the monitored parameters include one or more of an engine fuelflow, a compressor exit pressure, or a compressor exit temperature asthe operational parameter of the combustor of the engine.
 5. The controlsystem of claim 1 wherein the monitored parameters include one or moreof an exhaust temperature, derating of the engine, engine overdriving,engine speed, a number of operational cycles of the engine.
 6. Thecontrol system of claim 1 wherein the monitored parameters include oneor more of a presence or an amount of dust detected in the operatingenvironment of the engine, or an engine inlet temperature.
 7. Thecontrol system of claim 1 wherein the operational parameter of theengine includes an operational parameter of one or more of a combustor,a turbine blade, a turbine vane, a turbine shroud, or a combustor fuelnozzle of the engine.
 8. The control system of claim 1 wherein the oneor more controllers are configured to determine when to extend the lifespan of the coating by determining a number of operational cycles thatthe engine performs before the additive is applied to the coating. 9.The control system of claim 1 wherein the one or more controllers areconfigured to determine when to extend the life span of the coating bydetermining a trigger point in time at which the additive is to beapplied to the coating.
 10. The control system of claim 1 wherein theone or more controllers are configured to determine when to extend thelife span of the coating by determining a maintenance date by which theadditive is to be applied to the coating.
 11. The control system ofclaim 1 wherein the one or more controllers are configured to determinea residual useful life span of the coating based on the monitoredparameters and to communicate the residual useful life span to anoperator.
 12. The control system of claim 1 wherein the engine is aturbine engine of an aircraft.
 13. The control system of claim 1 whereinthe one or more controllers are configured to determine an amount ofadditive to apply onto the coating based on the monitored parameters.14. The control system of claim 1 wherein the one or more controllersare configured to determine the type of additive to apply onto thecoating based on the monitored parameters.
 15. A method comprising:monitoring parameters of an engine having a coating, the parametersincluding one or more of a condition of the coating, an operationalparameter of a combustor of the engine, a comparison between an engineoutput and a designated output, or an environmental condition to whichthe engine is exposed during operation; and determining when to extend alife span of the coating of the engine by applying an additive to thecoating based on one or more of the parameters of the engine that aremonitored.
 16. The method of claim 15 further comprising directingapplication of the additive onto the coating of the engine based on theparameters of the engine that are monitored.
 17. The method of claim 15wherein the coating is a thermal barrier coating.
 18. The method ofclaim 15 wherein the monitored parameters include a presence of spallingin the coating as the condition of the coating.
 19. The method of claim15 wherein the monitored parameters include one or more of an enginefuel flow, a compressor exit pressure, or a compressor exit temperatureas the operational parameter of the combustor of the engine.
 20. Themethod of claim 15 wherein the monitored parameters include one or moreof an exhaust temperature, derating of the engine, engine overdriving,engine speed, a number of operational cycles of the engine, or auxiliarypower use of electric current generated based on movement of the engineas the comparison between the engine output and the designated output.21. The method of claim 15 wherein the monitored parameters include oneor more of a presence or an amount of dust, or an ambient temperature.22. The method of claim 15 wherein determining when to extend the lifespan of the coating includes determining one or more of: a number ofoperational cycles that the engine performs before the additive isapplied to the coating, a trigger point in time at which the additive isto be applied to the coating, a maintenance date by which the additiveis to be applied to the coating, or a residual useful life span of thecoating based on the monitored parameters.
 23. A control systemcomprising: one or more controllers configured to monitor one or moreparameters of an engine having a thermal barrier coating, the one ormore parameters including one or more of a presence of spalling in thecoating as the condition of the coating, an engine fuel flow, acompressor exit pressure, a compressor exit temperature, an exhausttemperature, derating of the engine, engine overdriving, engine speed, anumber of operational cycles of the engine, auxiliary power use ofelectric current generated based on movement of the engine, a presenceof dust in an environment where the engine operates, or an ambienttemperature of the environment where the engine operates, wherein theone or more controllers also are configured to direct application of anadditive onto the coating of the engine based on the one or moreparameters of the engine that are monitored.
 24. The control system ofclaim 23 wherein application of the additive extends a life span of thecoating of the engine to greater than 25% of an initial life span of thecoating.